Car-coupling



2 Sheets-She'et 1.

(No Model.)

' W. 'BREND'ON.

I OAR COUPLING. No. 357,266. Patented Feb. 8, 1887..

i l l l I l I l '2 Sheets-Sheet 2.-

ln 6 va 0 M 0 N W. BRENDON.

- CAR COUPLING.

Patented Feb. 8, 1887.

In banter. b oML mm N PETERS. Phoio-Lithngrapher. Washlngmn D. Q

UNITED STATES P TE T OFFICE.

\VARD BRENDON, OF GAR-NERVILLE, NEW YORK.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent 110,357,266, dated February 8 187.

Application filed March .16, 1886.

T all whom it may concern.-

Be it known that I, WARD BRENDON, of Garnerville, in the State of New York, have made an invention of certain new and useful Improvements in Gar-Couplers; and I do hereby declare that the following, in connection with the accompanying drawings, is a full, clear, and exact description and specification of the same. v

My invention consists of an automatic carcoupler which is constructed for the following objects: that the effort necessary to start atrain may be lessened; that the possibility of mislaying or losing any part of the coupler may be avoided; that the minimum amount of time or strength may be required in the process of coupling and uncoupling; that in case of derailment the engine or car thrown from the track may be simultaneously uncoupled, thereby avoiding the danger of dragging other portions of the train after them.

In order that the construction and operation of my car-coupler may be fully understood,'I have represented in the accompanying drawings different views, of the same, in which Figure 1 shows my automatic car-coupler in perspective. Figs. 2, 3, 4, 5 are detail views of the same, and Fig. 6 represents the coupler attached to a car. Similar letters of reference refer to similar parts throughout.

My coupler consists in a bell-crank lever, A B, pivoted at e to the under side of the car, about the center of the same, and projecting beyond the end of the car a sufficient distance to engage the arm A of acorresponding lever projecting from the end of the next adjacent car.

made in two parts, and aspring is interposed 40 between the engaging ends of the two parts in such a manner as to hold the end of the outerportion in its most retracted position, and in such position that any draft or force applied to the outer portion is resisted by the force of such spring. The construction which I have shown for accomplishing such result is as follows: The rearward portion, A of the arm A is provided at its side with plate projections bent inward at their ends to form a cross-head. The top and bottom of the forward portion, A, of the arm A are provided .through the arm and an opening near one ex- The arm A of this bell-crank lever is' Serial No. 196.723. (Nu model.)

with plate projections bent at their ends to form a cross head at right angles to the crosshead connected with the rear portion. These crossheads may be made integral instead of in two pieces, as shown. These projecting portions engage each other,.as shown in the drawings, the projecting portion of A lying within the projecting portion of the part A", and a stiff spiral spring, E, is placed between the cross-heads, whereby the whole, force of the spring is exerted to keep the part Ain its most retracted position. The plate projections form guides for the part A at the sides, and it is guided above and below by bolts passing through the ears (1 on the plate projections of the rear portion. The outer end of the part A is provided with a recess or link-holder, D, constructed as shown in Fig. 1. The top of this link-holder is provided with aitey-hole opening to receive the pin. (Shown in Fig. 3.) The bottom of thelink-holder is provided with a circular opening to receive the lower end of said pin.

Passing under the arm A is the support F, constructed of metal, bent as shown in the figure, andrigidly secured to-thecar. This support is provided with an opening, f, through which passes the spring guide-rodf, pivoted to the arm A. Around the guide-rodf is the coiled springf one end of which bears against the arm A, and the other end against the sup port F, around the openingf. The guide-rod f may be secured to the arm A by inserting it therein and passing a bolt, 9, transversely 8' tremity of the guiderod.

To the end of the car, in the proper location, Fig. 6, one end of the dogH is pivoted. The other end of this dog H is shouldered, as represented, the shoulder bearingagainst the arm A when the coupler is in the position shown in Fig. 1. At the point t in the dog H are attached the'ends of the chain h h, the other ends of which may be secured at any convenient place, as S or S S, in the lever K, pivoted at k, and kept in position by the guides k To the outer end of the arm B of the bell-crank lever A B is pivoted a buffenarm, O. This arm extends forward at one. side of the arm A and is supported by the bracket M. The sides of said brackets may be provided v r v with anti'friction rollers, to facilitate the longitudinal movement of the same. Such a roller may also be applied to the bracket underneath the arm.

The adjacent end of the next car is provided with a like construction, and each car is provided with a bi1fier-bloek,l\l, in line with the buffer arm of the adjacent car. XVhen not in use, the dog H rests upon the top of the arm A, the spring f serving to throw the said arm to one side. When it is desired to connect two cars provided with my improved coupler, they are simplybroughttogether, and when the projections of the heads have passed one another the buffer-block N of each car strikes the buffer-arms 0, bringing the arms A into engagement, as shown in Fig. 4, in which position the dogs l'I engage their respective arms and the cars are securely coupled.

To use my improved coupler with any link coupler, the former remains as shown in Fig.

1, and the link attached to the other car is inserted in the recess D. A pin or bolt is then thrust through the openings provided for it and the coupling-link. I prefer to use the form of bolt shown in Fig. 3; but this is not essential, as any ordinary bolt will do.

In cases of derailment, owing to the sloping edges P P of my coupler, the cars are disconnected at the instant of leaving the track.

In starting a car the spring E receives the entire force, and, yielding thereund er,a gradual movement to the car is eitecteihavoiding shock and relieving the engine from the entire load of the train.

Having described my invention, I claim- 1. A car-coupling provided with a drawhead, one side of which is angular, provided with a mouth to receive a link, the roof of 40 lever,in combination with the bnfier-arn1,sub-

stantially as described.

4. A coupling-arm consisting of two parts, one of the adjacent ends of the two parts being provided with plate-extensions having interior projections at their extremities, forming a cross-head, and the other end is provided with side extensions embracing the cross-head of the first-named part and havinga like crosshead between their ends, and a spring interposed between the cross-heads, substantially as described.

5. A coupling-arm consisting of an elbowlevcr and the buffer-arm pivoted thereto, and the dog H, substantially as described.

\VARD BRENDON.

lVitnesses:

HENRY BRENDON, Emu PURDY. 

